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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.
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Thrust measurement system and aerodynamic drag effects of underwing J-85 engine nacelles on F-106 aircraft propulsion system performance
Numerous wind tunnel tests conducted on the evolving delta-wing orbiters have generated a fairly large aerodynamic data base over the entire entry operation range of these vehicles. A limited assessment is made of some of the aerodynamics of the current HO type orbiters, and several specific problem areas selected from the broad data base are discussed. These include, from a subsonic viewpoint, discussions of trim drag effect; effects of the installation of main rocket engine nozzles, OMS and RCS packages, Reynolds number effects, lateral-directional stability characteristics, and landing characteristics.
A systematic asymmetry in the neutral exosphere between the Northern and Southern Hemispheres has been identified for the first time after correcting for all other known systematic variations. This phenomenon was clearly detected from recent measurements of helium drag effects near 1000 km on the low mass-to-area ratio Explorer 19 satellite. From a reanalysis of all four NASA Langley Air Density Explorer satellites (Explorers 9, 19, 24, and 39), this systematic asymmetry was traced over an entire solar activity cycle. It was found that helium concentrations in local summer at high latitudes are generally more than 50% lower in the Southern Hemisphere than in the Northern Hemisphere. In addition, the increase in helium concentrations from summer to winter was found to be approximately 80% greater in the Southern Hemisphere than in the Northern Hemisphere.
The matrizant of the two-body problem is developed in terms of elements that are free from singularities for zero eccentricities and zero- and ninety-degree inclinations. Retrograde equinoctial elements eliminate the singularity for inclinations near 180 degrees, with only minor changes in the expressions for the matrizant. The 'single-averaged' variation-of-parameters equations for these elements are developed for third-body, oblateness, and drag effects. Higher order terms are included in the expansions for the third-body and oblateness potential. A computer program that uses these equations to predict orbital evolution is described. Numerical results are given for a near-circular orbit.
A flight test was conducted with a 55-foot diameter disk-gap-band parachute located at a trailing distance of 4.4 forebody diameters behind a 15-foot diameter bluff-body planetary entry aeroshell and attached instrumented payload. At the time of parachute deployment the aeroshell-payload combination was oscillating through an angle-of-attack range of plus or minus 40 deg. Continued oscillatory motion of the aeroshell-payload combination and similar motion of the parachute caused rapid changes in parachute shape and loading which resulted in extensive cloth damage in the band and outer disk-edge areas of the parachute canopy. During steady-state descent the damage parachute provided an effective-drag coefficient of about 0.33 which was about 60 percent of that expected.
The drag effectiveness of aerodynamic brakes arranged in series on a train-like vehicle was investigated. Fixed- and moving-model testing techniques were used in order to determine the importance of proper vehicle-ground interference simulation. Fixed-model tests were carried out on a sting-mounted model: alone; with a fixed ground plane; and in proximity to an image model. Moving-model tests were conducted in a vertical slide-wire facility with and without a ground plane. Results from investigations of one brake configuration are presented which show the effect of the number of brakes in the set and of spacing between brakes.
The fuel saving and economic potentials of the prop-fan high-speed propeller concept were evaluated for twin-engine commercial transport airplanes designed for 3333.6 km range, 180 passengers, and Mach 0.8 cruise. A fuel saving of 9.7% at the design range was estimated for a prop-fan airplane having wing-mounted engines, while a 5.8% saving was estimated for a design having the engines mounted on the aft body. The fuel savings and cost were found to be sensitive to the propeller noise level and to aerodynamic drag effects due to wing-slipstream interaction. Uncertainties in these effects could change the fuel savings as much as + or - 50%. A modest improvement in direct operating cost (DOC) was estimated for the wing-mounted prop-fan at current fuel prices. This improvement could become substantial in the event of further relative increases in the price of oil. The improvement in DOC requires the achievement of the nominal fuel saving and reductions in propeller and gearbox maintenance costs relative to current experience.
An experimental study was conducted using a plate test bed having a turbulent boundary layer to determine the momentum transfer to the faces of step/cavity combinations on the plate. Experimental data were obtained from configurations including an isolated configuration and an array of blocks in tile patterns. A momentum transfer correlation model of pressure forces on an isolated step/cavity was developed with experimental results to relate flow and geometry parameters. Results of the experiments reveal that isolated step/cavity excrecences do not have a unique and unifying parameter group due in part to cavity depth effects and in part to width parameter scale effects. Drag predictions for tile patterns by a kinetic pressure empirical method predict experimental results well. Trends were not, however, predicted by a method of variable roughness density phenomenology.
Orbital characteristics of solar system bodies are reviewed with reference to their degree of circularity or eccentricity. Attention is given to orbital perturbations in the vicinity of Jupiter, Saturn, and the Asteroid Belt. The trapping of orbital periods is explained on the basis of relative velocity and gravitational interaction between particles. Enhancement of orbital eccentricity through resonance with other bodies is dampened by the drag-effect of small particles in the orbital path. This mechanism is seen operating in interactions between Titan and Hyperion, and between individual asteroids in the vicinity of Jupiter; with implications for the accretion dynamics of a proto-planetary nebula.
The fuel saving and economic potentials of the prop-fan high-speed propeller concept have been evaluated for twin-engine commercial transport airplanes designed for 3333.6 km range, 180 passengers, and Mach 0.8 cruise. A fuel saving of 9.7% at the design range was estimated for a prop-fan aircraft having wing-mounted engines, while a 5.8% saving was estimated for a design having the engines mounted on the aft body. The fuel savings and cost were found to be sensitive to the propeller noise level and to aerodynamic drag effects due to wing-slipstream interaction. Uncertainties in these effects could change the fuel savings as much as plus or minus 50%. A modest improvement in direct operating cost was estimated for the wing-mounted prop-fan at current fuel prices.
The applications sensors of many low altitude earth satellites designed for recording surface or atmospheric data require near zero orbital eccentricities for maximum usefulness. Coverage patterns and altitude profiles require specified values of orbit semimajor axis. Certain initial combinations of semimajor axis, eccentricity, and argument of perigee can produce a so called 'frozen orbit' and minimum altitude variation which enhances sensor coverage. This paper develops information on frozen orbits and minimum altitude variation for all inclinations, generalizing previous results. In the altitude regions where most of these satellites function (between 200 and 1000 kilometers) strong atmospheric drag effects influence the evolution of the initial orbits. Active orbital maneuver control techniques to correct evolution of orbit parameters while minimizing the frequency of maneuvers are presented. The paper presents the application of theoretical techniques for control of near frozen orbits and expands upon the methods useful for simultaneously targeting several inplane orbital parameters. The applications of these techniques are illustrated by performance results from the Atmosphere Explorer (AE-3 and -5) missions and in preflight maneuver analysis and plans for the Seasat Oceanographic Satellite.
A semi-analytic method is used to estimate the decay history/lifetime and to generate orbital ephemeris for close-earth satellites perturbed by the atmospheric drag and earth oblateness due to the spherical harmonics J2, J3, and J4. The theory maintains efficiency through the application of the theory of a method of averaging and employs sufficient numerical emphasis to include a rather sophisticated atmospheric density model. The averaged drag effects with respect to mean anomaly are evaluated by a Gauss-Legendre quadrature while the averaged variational equations of motion are integrated numerically with automatic step size and error control.
An inlet/engine/nozzle integrated control mode for the propulsion system of an advanced supersonic commercial aircraft was studied. Results show that integration of these control functions can result in both operational and performance benefits for the propulsion system. For example, this integrated control mode may make it possible to minimize the use of inlet bypass doors for shock position control. This may be of benefit to the aircraft as a result of minimizing: (1) bypass bleed drag effects; (2) perturbations to the aircraft resulting from the side thrust effect of the bypass bleeds; and (3) potential unstarts of the inlet. A conceptual integrated control mode was developed which makes use of many cross coupling paths between inlet and engine control variables and inlet and engine sensed variables. A multivariable control design technique based upon linear quadratic regulator theory was applied to designing the feedback gains for this control to allow a simulation evaluation of the benefits of the integrated control mode.
Liquid, spray on elastomeric polyurethanes are selected and investigated as best candidates for aircraft external protective coatings. Flight tests are conducted to measure drag effects of these coatings compared to paints and a bare metal surface. The durability of two elastometric polyurethanes are assessed in airline flight service evaluations. Laboratory tests are performed to determine corrosion protection properties, compatibility with aircraft thermal anti-icing systems, the effect of coating thickness on erosion durability, and the erosion characteristics of composite leading edges-bare and coated. A cost and benefits assessment is made to determine the economic value of various coating configurations to the airlines.
The gravity field of Venus has been modeled by a spherical harmonic expansion of the potential to degree and order seven. The estimates of these coeficients were obtained by combining information from 43 short arcs (4 hr) of line-of-sight Doppler data centered at periapsis. The data arcs were distributed in longitude and time over more than two circulations of Venus by the Pioneer Venus Orbiter subperiapsis point which was confined to the band of latitudes from 14 deg N to 17 deg N. Convergence of the solution has been assured by iterating upon the initial estimate. All estimates were performed with zero a priori information on the gravity coefficients. Since the altitude of periapsis for most of the orbits was within the sensible Venusian atmosphere, drag effects on the estimated harmonics have been removed using an exponential atmosphere density model. Estimates of the mass parameter (GM) of Venus using this dataset are also evaluated.
The ion-energy balance in the high-latitude F region was studied using 40,000 simultaneous ion-temperature and drift measurements on Atmosphere Explorer C. The large number of measurements revealed how the mean ion temperature, and the average deviation from that mean, change as a function of ion drift speed during solar-minimum conditions. It was found that, in spite of an apparent large scatter in the data, the measurements could always be reasonably explained in terms of fluctuations in the neutral dynamical properties, to which the ion energy is coupled. The results also provide evidence for increased neutral drifts as the ion E x B drift increases. Evidence for systematic ion-drag effects can also be found, on the average, for dc electric fields stronger than 60 mV/m.
If relict gravitational waves deriving from a chaotic initial singularity contain a nonisotropic component, then this radiation can produce a frame dragging; effect which will induce a dipole anisotropy in the observed temperature distribution of the 3 K electromagnetic radiation background. The measured dipole and quadrupole distributions of the electromagnetic background can thus be used to bound the effective wave parameters of the nonisotropic part of the gravitational background. Using available data, the dimensionless amplitude of this nonisotropic part is found to be less than 0.0005 for wavelengths less than the Hubble radius. The effective energy density of this nonisotropic component of the gravitational radiation background is less than 2 x 10 to the -8th times the critical density.
Ejecta with flow features and discrete termini surround many fresh Martian craters. Several morphologies of the flow-like ejecta are observed; they are found globally and in nearly all terrains. It is suggested that the morphology of flow ejecta craters is related to the amount of subsurface volatiles and/or to atmospheric drag effects. It was attempted to constrain factors which could contribute to the ejecta morphology such as latitude, elevation, and terrain unit, however, they involved only one or two constrained variables or used global data sets based on Mariner 9 information. Viking-based data sets are becoming available and may provide a better base from which an understanding of the factors which governs ejecta morphology may be obtained. Block sizes of Martian flow ejecta may provide clues to the ejecta emplacement process.